2015 Lincoln Navigator Select Road Test Review

2015 Lincoln Navigator Select Road Test Review

By: Trevor Hofmann

2015-05-25

When Lincoln brought its Navigator to market in 1997 it changed everything. Certainly we’d had luxury SUVs before, the Range

Photo: Karen Tuggay, Canadian Auto Press

Rover being on our roads since the ’70s, but the Navigator was much larger, not to mention more capable of North American-style SUV duties, particularly ferrying large families in big, padded, sofa-style seats plus all their gear stowed in back while pulling massive boats and camp trailers. Nothing fulfilled these roles as well as the Navigator, and sales soared.

Cadillac caught on a couple of years later and threw together the Chevy/GMC Tahoe/Suburban/Yukon-based Escalade that looked identical to the 1999 GMC Denali yet nowhere near as alluring as the Navigator, and while neither of these land yachts currently enjoy the level of sales they achieved in the aughts, they still play an important role in the grand scheme of all things automotive, remaining some of the only ways to tow heavy

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loads while ensconced in splendiferous comfort. They also deliver a high level of prestige in the right crowd.

While the initial Escalade didn’t measure up to Navigator styling, Cadillac remedied this problem with its 2002 model year upgrade that adopted the brand’s Art and Science design language, and immediately stole the big ute show. Lincoln battled back with a second-generation Navigator the following year, and while a classy looking ride it certainly didn’t turn heads as easily as the big Caddy, nor end up in as many rap/hip-hop videos, but for those who appreciate good looking yet conservative elegance it was the full-size luxury SUV to own. Both models transitioned into their third generations simultaneously for the 2007 model year, Cadillac

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giving its Escalade a more refined variation on the same chiseled theme and Lincoln dressing up its Navigator with more grille chrome than a Peterbilt 18-wheeler. Over the top wasn’t being overly critical, it bordered on garish in top-line trim, so I must say I’m glad the new 2015 Navigator isn’t quite so bold.

In fact, it’s gone back to being understated, probably a smart idea as the Navigator will once again be attractive to those looking for a less ostentatious ride – the new Escalade’s grille is even larger than previous generations. The adoption of Lincoln’s now trademark bisected grille works well with the big SUV too, this being a taller, tougher iteration of the “split-wing” design incorporating five evenly spaced horizontal chromed ribs that add visual width to an already wide vehicle, whereas

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the LED-trimmed headlight clusters and thin strip of LED fogs bookending the lower grille opening with its single rib of chrome trim complement the classy look.

Chrome highlights the mirror caps, lower portion of the window surrounds or shoulder line, roof rack rails and the tailgate garnish too, not to mention the big NAVIGATOR block letters on the front doors and backside, and even larger LINCOLN lettering at liftgate central. The profile and rear end design is about as slab-sided as anything offered in recent years, which makes for a classic SUV look and of course results in a mega load of cargo space – I’ll get to that in a moment. A perfectly level ruler-straight edge tops off the single taillight that spans the entire

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width of the vehicle, a bit of an ’80s throwback design (and not totally unlike the “racetrack” mono-taillight design used by Dodge for its Durango) that once again visually expands on the Navigator’s substantial girth. At first I didn’t like this new styling direction, but I must admit that it’s grown on me. Then again I immediately liked the $750 optional black-chrome rims on this particular example, but it would be interesting to see the big ute in its standard 20-inch brushed alloys, both wrapped in 275/55R20 all-seasons, not to mention the massive chromed 22s made available as part of the fancier Reserve package.

The general shape of the new Navigator doesn’t seem as large as it really is, which I find interesting because the previous generation looked bigger than it was,

Photo: Karen Tuggay, Canadian Auto Press

at least to my eyes. This has much to do with its new de-emphasized identity, and only time will tell if this new look is what the market wants. The Navigator currently sells at about half the rate of the Escalade in both Canada and the U.S., although it’s a great deal more popular in the States where pump prices are cheaper. Still, Lincoln’s largest enjoyed a slight sales bump in both markets last year resulting in 10,433 units sold within the U.S. compared to 8,613 in 2013, albeit nowhere near the 38,742 Navigators the luxury brand sold in 2003. Sales in Canada totaled just 328 units in 2014, up from 295 the year before, while the best year we have on record was 2004 when it sold 1,102 units. Will this new Navigator get sales back on track or will its downplayed design cause it to simply go unnoticed? I certainly like the styling direction Lincoln has taken, so I’m betting its slice of the pie will get a bit bigger.

Inside,

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the Navigator’s styling is equally minimalist and more importantly unique to Lincoln. Specifically, there’s no immediately obvious relation to the Ford Expedition, which shares a common architecture. Rather, the Nav’s dash arcs overtop the primary instruments and then cascades down the left side of the centre stack, while a perfectly symmetrical duplicate sits ahead of the front passenger. The two pieces are made from a large-grain rubberized plastic that looks as if it will stand the test of time and then some, this material also making up the rest of the dash facing right to the very bottom. Even the top sides of the lower centre console are finished in the pliable plastic, and while the glove box lid is made from harder plastics, as is the surfacing directly in front of the driver’s knees, it looks identical to the softer synthetic material. Those moving up from the aforementioned Expedition will notice that some of the switchgear is near identical

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on the Navigator, particularly the power window buttons and remote mirror toggle, but other than some mostly unnoticeable trim you’ll be hard pressed to find any other carryover hardware.

My entry-level Select finished tester featured a two-tone design, the aforementioned dash and console done out in the same darker taupe as the Wollsdorf leather around the wood-adorned steering wheel, the steering wheel hub, plus the leather shift knob, while a light creamy beige is used for the stitched leather-like inserts surrounding the primary gauges and dash facing ahead of the front passenger, as well as the door panels, stitched leather armrests and perforated leather seat upholstery. Planks of reasonably real looking, albeit faux feeling

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dark woodgrain stylizes the centre stack before melding into the lower console, with the same treatment dresses up the door panels.

For those who cringe at the thought of ’70s-era fake wood and a pleather dash treatment, despite how nice both of these treatments appear, take comfort in the availability of a special Reserve package that adds a higher grade Trevino leather (no relation to the legendary Lee Trevino, although he’d probably like it as would a few of his golfing buddies, their ride-along caddies, plus all their bags and clubs), while these nicer hides get applied to all three rows (the third row is leatherette in base trim), whereas the same premium leather is hand-wrapped onto the instrument panel and glove box lid, and genuine Ziricote hardwood with a unique spider-webbed grain replaces the pseudo-wood experience. Ziricote, incidentally,

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is a very expensive hardwood sourced from Mexico and Central America and normally used for luxury yachts (according to Lincoln this is the first application in the car industry), but it’s not a threatened species so you can feel comfortable knowing that Lincoln has taken sustainability into account. The Reserve model also gets a Dune coloured headliner, upgraded floor mats, two-tone exterior paint with the lower body-side portion done out in Tuxedo Black to match its Tuxedo Black running board trim, the 22-inch rims and rubber I mentioned earlier, and special Reserve badging.

While all of this upgraded equipment sounds impressive and rather costly, the Reserve package adding $7,250 to the bottom line, even the well-priced $75,810 base

white LED lighting for the instrument cluster, 4.2-inch full-colour multi-information displays set within the primary gauge package, an auto-dimming rearview mirror, forward and reverse parking sensors, a rearview camera integrated into the eight-inch MyLincoln Touch infotainment system that also incorporates voice-activated navigation (it would be silly if the Navigator didn’t include a standard navigation system after all), a brilliant THX certified 5.1 surround sound audio system with satellite radio and an aux jack, two USB ports, audio/video plugs, plus an SD card reader inside the centre console bin, powered windows with auto up/down (but only on the front row windows), powered rear quarter windows, a powered liftgate, a power-folding 60/40-split third row bench seat, a 110-volt household style AC power outlet, tow hooks integrated within the front bumper, a covered frame-mounted trailer hitch, a capless fuel filler, and much more.

the list of standard features is impressive, using them wasn’t always so endearing. For instance, having to reach down by the power seat controls to apply memory functions was a bit strange, but after blindly poking around I got it to work effectively. Once set up in a comfortable position I adjusted the climate control, an easy process, and then pressed the three-way seat heater buttons on the centre console to warm my posterior. I quickly learned that if the duplicate digital controls within the infotainment interface are set to ventilate the derriere, pressing the dash-mounted button for heat doesn’t do squat. The whole process seems rather redundant. Either make one or the other, or at least don’t let the “button” in the infotainment system override the real button most will reach for more often.

Fortunately,

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searching out favourite radio stations was pretty straightforward, again either using the infotainment system or the set of buttons provided on the centre stack. Ditto for the automatic HVAC system, either via the row of chromed toggles just under the audio switchgear or going where those heated seat controls are located digitally. The system works well, but I must say the buttons could be a bit better damped to qualify for premium status, the radio’s two large volume and tone buttons especially wiggly. The matte black plastic surfacing most of the centre stack is a bit cheap and hollow feeling too, as are the two rows of buttons below,

Photo: Karen Tuggay, Canadian Auto Press

but at least these fit together better and are fairly well damped. Then again, the engine start/stop button was fitted sloppily, something I’ve never experienced in any vehicle before.

On the positive Lincoln’s electronic interfaces are superb, but they’re very much like Ford’s. I like the four-corner grouped infotainment layout, with phone features in the upper left quadrant, navigation settings in the upper right, entertainment in the lower left, and climate controls at the lower right, with the time and temperature at the top centre position and info, home and settings links within the lower centre portion. Likewise for the multi-information screen surrounding the speedometer, it’s really top-tier kit. A tiny tachometer is just to the left, although it gets obliterated if a warning signal pops up, such as “Door Ajar”. You can

Photo: Karen Tuggay, Canadian Auto Press

press OK to remove it, at which point you’ll see the tachometer again as well as the odometer just below, while a smaller warning icon shows up beside. A large gas gauge finishes off the left side of the primary instrument panel, while the right side includes trip computer information, as well as radio info, direction, another clock, and other details. Everything can be actuated via steering wheel controls, which also include buttons for voice commands, phone calls, and of course cruise and audio system actuation. The overhead console features a handy sunglass holder, which is much appreciated, but the plastic used is pickup truck quality at best, and nowhere near what you’ll get in many other luxury SUVs.

Also making me grumble in discontent was a remote key fob that wouldn’t open the

Photo: Karen Tuggay, Canadian Auto Press

doors with proximity-sensing technology, that is until I read up on how the system works and found out that simply pressing any button on the SecuriCode keypad would let me in. While that still didn’t allow me hands-free assistance into the tailgate, and made me wonder why this top-line Lincoln doesn’t get the fabulous motion detection system offered in the lowly Ford Escape that merely requires a wave of the foot under the bumper to power the tailgate open, it made life a lot easier. On that note I really liked how Lincoln places the powered liftgate’s closing button on the inner sidewall where it’s a lot easier to reach than on the bottom of the door, which when opened is much higher than many of the Navigator’s drivers are tall – smart.

That luggage compartment is somewhat abbreviated when all three rows are in use, but 513 litres (18.1 cubic feet) is still a lot more cargo space than most full-size

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sedans’ trunks. Folding the rear seats flat is an easy process that first requires the manual release of the two outboard headrests, followed by pressing one or both of the powered seat controls on the right sidewall. This opens up to 1,540 litres (54.4 cubic feet) of life-toting space, more than enough for most peoples’ needs, while lowering each middle-row outboard seat individually, and then pulling up on a lever embedded within the seatback before pushing down on top of the seat lays it completely flat. If so equipped, the middle row’s eighth seating position can be laid flat via a lever on its top portion, resulting in a capacious 2,925 litres (103.3 cubic feet) of Home Hardware here we come capacity. If that’s not enough the 378-mm (14.9-inch) longer Navigator L will accommodate up to 3,630 litres (128.2 cubic feet) of what-have-you behind the first row, 2,444 litres (86.3 cubic feet) behind the second row, or 1,206 litres (42.6 cubic feet) behind the final row of seats.

Equally

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impressive, the Navigator offers class-leading towing of up to 3,991 kilos (8,800 lbs) when equipped with the Heavy-Duty Trailer Tow Package, much thanks to its new standard direct-injected and twin-turbocharged 3.5-litre Ecoboost V6. The small block V8 has been retired for 2015, but no one should lament its loss as the new Ecoboost mill puts out 380 horsepower and 460 lb-ft of torque for acceleration from standstill that puts the “sport” back into SUV. Its torque comes on at a diesel-like 2,750 rpm, while its smooth-shifting six-speed automatic is fully up to the job of major hauling. It gets tow/haul mode actuated via a button on the shift lever, plus a SelectShift toggle that comes in handy for rowing through the gears when doing heavy work or enjoying fancy footwork through the corners.

OK, maybe fancy footwork is stretching the new Navigator’s road-holding abilities a

Photo: Karen Tuggay, Canadian Auto Press

bit far, but the big ute certainly holds its own and maintains its lane when pushed through high-speed curves, a process that yields some noticeable body lean but was never disconcerting. Of course I don’t recommend hitting the twisties like you might in an MKX or even the new MKC, both agile car-based crossovers, but the body-on-frame Navigator manages itself respectably for such a heavyweight, while delivering the type of cushioning ride expected of a Lincoln.

This comes via its fully independent continuously controlled damping suspension, which includes multiple sensors that automatically adjust to road and driving conditions every two milliseconds, helping to smooth out rougher patches while improving overall handling. Additionally, you get to choose Normal, Comfort or Sport settings, the latter still comfortable enough while really improving response on the highway and down winding two-way roads.

When

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the road ends and trail begins you’ll be glad to know all Canadian-spec Navigators come standard with Lincoln’s Control Trac four-wheel drive, a system that can be set to 4×2 in order to save on fuel during dry running, 4×4 Auto that automatically switches between rear or all-wheel traction when required, or 4×4 for tackling the tough stuff. It all works seamlessly via a set of buttons on the centre stack, so those trips up the ski hill or adverse weather moments on the way to the cottage will no longer be worrisome. That it will get there using a lot less fuel, its official Transport Canada five-cycle rating equaling 16.2 L/100km in the city, 11.8 on the highway and 14.2 combined, is just a very welcome bonus.